EP2415648B1 - Connecteur d'un véhicule de traction - Google Patents

Connecteur d'un véhicule de traction Download PDF

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Publication number
EP2415648B1
EP2415648B1 EP11175633.4A EP11175633A EP2415648B1 EP 2415648 B1 EP2415648 B1 EP 2415648B1 EP 11175633 A EP11175633 A EP 11175633A EP 2415648 B1 EP2415648 B1 EP 2415648B1
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EP
European Patent Office
Prior art keywords
trailer
towing vehicle
coupling device
vehicle
control unit
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Active
Application number
EP11175633.4A
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German (de)
English (en)
Other versions
EP2415648A3 (fr
EP2415648A2 (fr
Inventor
Bernd Kneer
Klaus Mayer
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Deere and Co
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Deere and Co
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Application filed by Deere and Co filed Critical Deere and Co
Publication of EP2415648A2 publication Critical patent/EP2415648A2/fr
Publication of EP2415648A3 publication Critical patent/EP2415648A3/fr
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Publication of EP2415648B1 publication Critical patent/EP2415648B1/fr
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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T17/00—Component parts, details, or accessories of power brake systems not covered by groups B60T8/00, B60T13/00 or B60T15/00, or presenting other characteristic features
    • B60T17/04—Arrangements of piping, valves in the piping, e.g. cut-off valves, couplings or air hoses
    • B60T17/043—Brake line couplings, air hoses and stopcocks

Definitions

  • the invention relates to a towing vehicle with a vehicle-side coupling device for coupling a trailer-side coupling device of a trailer brake system, a drivable by a drivable drive unit pressure source for the trailer brake system and an electronic control unit, for driving the drive unit.
  • towing vehicle brake system In semi-continuous braking systems, such as those found on agricultural tractors, in contrast to continuous braking systems, such as those found in trucks, arranged two independently operated energy sources, one of a towing vehicle brake system and the other is associated with a trailer brake system. Furthermore, it is known to provide towing vehicles, such as agricultural tractors, trucks, semi-trailers, construction vehicles or other vehicles intended for towing or towing, with vehicle-side coupling devices for trailer brake systems, to which a corresponding trailer-side coupling device of the trailer brake system can be coupled when coupling the trailer. By connecting the vehicle-side and trailer-side coupling devices, a pressure-leading connection between towing vehicle and trailer can be made by which, for example, a trailer brake system can be pressure-controlled or pneumatically operated.
  • towing vehicles such as agricultural tractors, trucks, semi-trailers, construction vehicles or other vehicles intended for towing or towing
  • vehicle-side coupling devices for trailer brake systems to which a corresponding trailer-side coupling device of the trailer brake system
  • the required compressed air is generated by a compressor located on the towing vehicle, which is driven by a drive device, for example by a belt drive connected to the engine of the towing vehicle. It is customary to system pressure required for a trailer brake system to permanently provide on the towing vehicle, regardless of whether a trailer is coupled or not. However, in order to conserve energy or fuel, the compressor is only operated when the system pressure for the trailer brake system drops below a predetermined target value.
  • corresponding sensors and pressure limiting devices may be provided, in dependence of which the controllable by means of an electronic control unit compressor can be switched on or off. Thus, when a predefinable system pressure is reached, the compressor is switched off.
  • the system pressure for the trailer brake system drops, for example, by actuating the brake system of the towing vehicle or by operating leaks on the towing vehicle.
  • the system pressure is then raised again by controlled switching on the compressor to the intended setpoint level.
  • the compressor is repeatedly turned on during operation of the towing vehicle, even when no trailer is coupled to the towing vehicle, resulting in unnecessary energy losses and at the expense of fuel consumption.
  • the object underlying the invention is seen to provide a towing vehicle of the type mentioned, by which the aforementioned problems are overcome.
  • a towing vehicle of the type mentioned above is formed such that the vehicle-side coupling device comprises a first sensor connected to the control unit, with which a coupling of a trailer-side coupling device to the vehicle-mounted coupling device detectable and in dependence of the drive unit can be controlled by the control unit.
  • the drive unit for driving the pressure source is thereby driven only or the pressure source drivingly operated when the sensor provides a corresponding signal, which proves that a trailer-side coupling device is coupled or connected to the vehicle-mounted coupling device. That is, the pressure source for operating a trailer brake system or for generating a system pressure for a trailer brake system is operated only when a trailer is really coupled to the towing vehicle.
  • the coupling devices are usually provided with a kind of rotary or bayonet closure, so that the two coupling devices can be braced with each other by a rotational movement.
  • the first sensor can be arranged, for example, directly on the vehicle-side coupling device as a mechanical touch or contact sensor or switch. In this regard, however, electrical, electromagnetic or even optical sensors can be used.
  • a trailer-side coupling device for connecting a brake pressure line is connected, is supplied by the sensor, a corresponding signal to the electronic control unit, which in turn generates a corresponding control signal for controlling the drive unit.
  • a corresponding system pressure for a trailer brake system is built.
  • the vehicle-side coupling device may further comprise a second sensor connected to the control unit, with which a coupling of a trailer-side coupling device to the vehicle-side coupling device is detectable.
  • the second sensor can be arranged, for example, directly on the vehicle-side coupling device as a mechanical touch or contact sensor or switch. In this regard, however, an electrical, electromagnetic or even optical sensor can be used.
  • the second sensor can serve for example for signaling a correct coupling of the trailer brake system and is arranged such that it only triggers a signal when the connection of the two clutch devices is completely established.
  • a signal device can be provided which can be activated by the control unit.
  • an operator in a cabin of the towing vehicle can be signaled as a function of the first, second or both sensors that a connection of the two coupling devices has been carried out correctly and completely.
  • the activation of the drive for the drive unit of the pressure source by the first sensor can be made and further by the second sensor be set up higher-level control device.
  • a control lamp in the cabin can be activated or a control tone can be generated, which indicates a correct coupling of the trailer brake system.
  • an error message can be signaled, for example, only the first sensor should trigger a signal and the second sensor no corresponding signal.
  • a control signal from the electronic control unit can be generated if both sensors do not provide a corresponding signal that then indicates that the trailer brake system is not connected.
  • the signaling device may include both a visual display and an acoustic display.
  • the drive unit for the pressure source may comprise a hydraulic, electrical or mechanical drive.
  • a belt drive can be provided, which is driven by an internal combustion engine of the towing vehicle.
  • it may also be provided independent of the engine drive in the form of an electric motor powered by a generator or a hydraulic motor.
  • the drive unit for the pressure source may comprise a controllable clutch, by which a drive torque of a drive of any kind can be transmitted to the pressure source or can be interrupted.
  • a controllable clutch by which a drive torque of a drive of any kind can be transmitted to the pressure source or can be interrupted.
  • an electromagnetic clutch that can be controlled by the electronic control unit.
  • other types of couplings such as mechanical or electromechanical, may be used be equipped with appropriate controllable by the control unit actuators.
  • the pressure source may comprise an air compressor which is drivable by a drive of the type mentioned above with or without an interposed clutch.
  • the compressed air compressor generates a system pressure required for the trailer brake system.
  • a compressed air reservoir or reservoir is charged by the compressed air source when the trailer is connected in order to be able to provide the system pressure required for braking in a correspondingly fast manner.
  • another compressed air generating unit or means can be used.
  • the pressure source and the control unit can be connected to sensor means, in dependence of which activation of the drive unit by the control unit can take place.
  • system pressure monitoring by the sensor means may be performed in order to generate a corresponding signal for actuating the drive unit of the pressure source in the event of insufficient supply or to maintain or raise the system pressure to a specific desired value.
  • the clutch of the drive unit can be closed and a corresponding drive torque transmitted to drive the compressor.
  • the sensor means may comprise, for example, a pressure control valve and / or a pressure switch and are connected to a brake pressure line, in which a required system pressure is to be established or which with a corresponding required system pressure should be applied. If the required system pressure has stopped or has dropped below a certain pressure level, a corresponding signal for controlling the drive unit is generated via the pressure regulating valve and the pressure switch. For example, if the system pressure is sufficient, a signal for opening the clutch of the drive unit and, if the system pressure is too low, a signal for closing the clutch can be generated.
  • FIG. 1 shows the back of a towing vehicle 10 in the form of an agricultural tractor with semi-continuous brake system.
  • the tractor 10 has a trailer hitch 12, for attaching a trailer (not shown) and a vehicle-mounted coupling device 14, which serves for connecting a trailer-side coupling device (not shown) of a trailer brake system (not shown) on a trailer (not shown).
  • the coupling device 14 is connected to a brake pressure line 16 supplying the trailer brake system with a system pressure (compressed air).
  • the vehicle-side coupling device 14 has a connection surface 18 into which a valve opening 20 opens, which is associated with a closing the brake pressure line 16 connecting valve 22. Further, bayonet-type upper and lower locking tabs 24, 26 are formed at the edge region of the connecting surface 18, which are braced against each other by opposing, on a trailer-side coupling device formed locking tabs (not shown).
  • connection coupler which are commonly used on towing vehicles with trailer hitch use.
  • a first and a second contact sensor 28, 30 are arranged, which are brought into contact with one of the opposing locking tabs of the trailer-side coupling device, as soon as the vehicle-side and trailer-side coupling device 14 are clamped together or the trailer brake system is connected to the towing vehicle , As in FIG. 2 can be seen, the two sensors 28, 30 are arranged side by side on the side regions of the upper locking tab 24.
  • the locking tab of the trailer-side coupling device is first performed on the first sensor 28 and then passes only to the second sensor 30, which then only comes into contact with the opposite locking tab of the trailer-side coupling device when the rotational movement in the Lock (bayonet lock) was almost completely executed or when the vehicle-side locking tabs 24, 26 and the trailer-side locking tabs are braced almost completely covering each other. If the locking is not completed (locking tabs of the two coupling devices are only partially (ie not comprehensive) braced against each other), then only contact the trailer-side locking tab with the first sensor 28, but not with the second sensor 30. In this case would when operating the towing vehicle, an error signal is generated and signaled.
  • FIG. 3 1 shows a schematic circuit diagram for controlling a drive unit 32 for a pressure source 34.
  • the drive unit 32 comprises a drive 36, for example a belt drive driven by an engine of the towing vehicle 10 or an electric or hydraulic drive, and a clutch 40 that can be controlled by an electronic control unit 38.
  • the controllable clutch 40 is formed for example as an electromagnetic clutch and can be opened or closed by appropriate control signals that can be generated by the electrical control unit 38.
  • the pressure source 34 comprises a compressed air compressor 42 and an associated pressure accumulator 44, which has a required system pressure in the brake pressure line 16 provides.
  • sensor means 46 are further arranged which detect a prevailing in the brake pressure line 16 system pressure and deliver a corresponding signal to the electronic control unit 38.
  • the sensor means comprise, for example, a pressure regulating valve 48 and a pressure switch 50 connected thereto.
  • a signaling device 52 is provided, which is connected to the control unit 38 and signals corresponding control and / or error signals to an operator of the towing vehicle 10.
  • the clutch 40 is closed by the electric control unit 38 as soon as a trailer brake system via a trailer-side coupling device to the vehicle-mounted coupling device 14 is properly connected and on the other hand, the system pressure in the brake pressure line 16 is correspondingly below a required setpoint.
  • the coupling or connection to the coupling device 14 is detected by the first sensor 28 and a corresponding signal is supplied to the control unit 38, which sends a control signal for opening the clutch 40.
  • a proper, complete (nationwide) coupling is detected by the second sensor and a corresponding second signal is supplied to the control unit 38, which sends a corresponding control signal to the signaling device 52.
  • the signaling device brings the control signal, for example in the form of a signal lamp or a control tone, for display.
  • a corresponding error signal for example in the form of a signal lamp or an alarm tone, brought to the display.
  • a further sensor 54 is provided on the trailer hitch, which signals the presence of a coupled trailer to the control unit. Should such a signal from the further sensor 54 and at the same time no signals from the first and second sensors 28, 30 are supplied to the control unit 38, this would indicate that although a trailer but not a trailer brake system has been connected.
  • a corresponding error signal (or control signal, (if no trailer brake system is required or present) can also be generated and displayed.)
  • the sensor means 46 When the trailer brake system or connected clutch device 14 is connected (signaled by the sensors 28 and 30), the sensor means 46, the system pressure in the brake pressure line 16 is detected, and if this is below a predetermined desired value, this is likewise signaled to the electronic control unit 38. Only then does the electronic control unit generate a corresponding signal for closing the clutch 40 (ie when the sensors 28 , 30 together with the sensor means 46 provide corresponding signals), so that the pressure source 34 is driven until the required system pressure in the brake pressure line 16 is reached (again) el 46 signals and generates a corresponding signal to open the clutch 40.
  • the clutch 40 is held by the electrical control unit 38 in the open position when no trailer brake system is connected or when this is signaled by the sensors 28, 30 accordingly.
  • a direct controllable by the control unit drive such as an electric or hydraulic motor, may be provided, so that the drive unit 32 includes only one directly controllable drive. Accordingly, this would be analogous to the signals to close the clutch 40 is activated or deactivated analogous to the signals to open the clutch 40.
  • a trained according to the above scheme towing vehicle 10 ensures that the arranged for a trailer brake system on towing vehicle air compressor is only activated or activated or put into operation, even if a trailer brake system is really connected to the towing vehicle. This avoids unnecessary start-ups of the compressor in case of system pressure drop in the brake pipe 16 or in the trailer brake system, thereby saving energy and fuel.

Landscapes

  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Regulating Braking Force (AREA)
  • Valves And Accessory Devices For Braking Systems (AREA)
  • Hydraulic Control Valves For Brake Systems (AREA)

Claims (8)

  1. Véhicule de traction (10) comprenant un dispositif d'accouplement du côté du véhicule (14), pour l'accouplement d'un dispositif d'accouplement du côté de la remorque d'une installation de freinage de remorque, une source de pression (34) pour l'installation de freinage de remorque pouvant être entraînée par une unité d'entraînement commandable (32) et une unité de commande électronique (38), pour commander l'unité d'entraînement (32), caractérisé en ce que le dispositif d'accouplement du côté du véhicule (14) comprend un premier capteur (28) connecté à l'unité de commande (38), avec lequel un accouplement d'un dispositif d'accouplement du côté de la remorque au dispositif d'accouplement du côté du véhicule (14) peut être détecté et en fonction duquel l'unité d'entraînement (32) peut être commandée par l'unité de commande (38).
  2. Véhicule de traction (10) selon la revendication 1, caractérisé en ce que le dispositif d'accouplement du côté du véhicule (14) comprend un deuxième capteur (30) connecté à l'unité de commande (38), avec lequel un accouplement d'un dispositif d'accouplement du côté de la remorque au dispositif d'accouplement du côté du véhicule (14) peut être détecté.
  3. Véhicule de traction (10) selon l'une quelconque des revendications précédentes, caractérisé en ce qu'un dispositif de signal (52) est prévu, lequel peut être commandé par l'unité de commande (38).
  4. Véhicule de traction (10) selon l'une quelconque des revendications précédentes, caractérisé en ce que l'unité d'entraînement (32) comprend un entraînement hydraulique, électrique ou mécanique (36).
  5. Véhicule de traction (10) selon l'une quelconque des revendications précédentes, caractérisé en ce que l'unité d'entraînement (32) comprend un accouplement commandable (40).
  6. Véhicule de traction (10) selon l'une quelconque des revendications précédentes, caractérisé en ce que la source de pression (34) comprend un compresseur d'air comprimé (42).
  7. Véhicule de traction (10) selon l'une quelconque des revendications précédentes, caractérisé en ce que des moyens de capteur (46) connectés à la source de pression (34) et à l'unité de commande (38) sont prévus, en fonction desquels une commande de l'unité d'entraînement (32) peut être effectuée par l'unité de commande (38).
  8. Véhicule de traction selon la revendication 6, caractérisé en ce que les moyens de capteur (46) comprennent une soupape de régulation de pression (48) et/ou un commutateur de pression (50).
EP11175633.4A 2010-08-02 2011-07-27 Connecteur d'un véhicule de traction Active EP2415648B1 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE102010038766A DE102010038766A1 (de) 2010-08-02 2010-08-02 Zugfahrzeug

Publications (3)

Publication Number Publication Date
EP2415648A2 EP2415648A2 (fr) 2012-02-08
EP2415648A3 EP2415648A3 (fr) 2013-07-24
EP2415648B1 true EP2415648B1 (fr) 2014-12-24

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EP11175633.4A Active EP2415648B1 (fr) 2010-08-02 2011-07-27 Connecteur d'un véhicule de traction

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US (1) US8573626B2 (fr)
EP (1) EP2415648B1 (fr)
DE (1) DE102010038766A1 (fr)

Families Citing this family (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102012101501B4 (de) * 2012-02-24 2016-05-04 Haldex Brake Products Gmbh Landwirtschaftliches Zugfahrzeug
EP2918469B1 (fr) * 2012-11-07 2020-02-19 Volvo Truck Corporation Dispositif de détermination d'attelage de remorque et procédé de détermination d'attelage de remorque
US9436214B2 (en) * 2013-11-12 2016-09-06 Qualcomm Incorporated System and methods of reducing energy consumption by synchronizing sensors
US9987892B2 (en) * 2016-02-10 2018-06-05 Ford Global Technologies, Llc Trailer safety chain attachment monitoring system
US11865883B2 (en) * 2019-04-29 2024-01-09 Phillips Connect Technologies, LLC System and method for securing an asset
DE102021107303A1 (de) 2021-03-24 2022-09-29 Zf Cv Systems Global Gmbh Verfahren zum Ansteuern eines Fahrzeug-Bremssystems eines Fahrzeugs und Zugfahrzeug

Family Cites Families (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5677667A (en) * 1995-02-23 1997-10-14 Vehicle Enhancement Systems, Inc. Data communications apparatus for tractor/trailer using pneumatic coupler
US6250650B1 (en) * 1996-12-17 2001-06-26 Leland H. Douglas Automatic fifth wheel loading and unloading system
DE19955798A1 (de) * 1999-11-19 2001-05-23 Wabco Gmbh & Co Ohg Einrichtung zur Anhängerkennung
SE525469C2 (sv) * 2003-06-06 2005-03-01 Volvo Lastvagnar Ab Dragkopplingsanordning
US7401801B2 (en) 2004-02-26 2008-07-22 Kalmar Industires Usa, Llc Remotely releasable coupler and hose retrieval mechanism for airbrake system
DE102004014497A1 (de) * 2004-03-25 2005-11-17 Deere & Company, Moline Kombination aus Zugfahrzeug und Anhängegerät
DE102006023606A1 (de) * 2006-05-19 2007-11-22 Knorr-Bremse Systeme für Nutzfahrzeuge GmbH Druckluftversorgungseinrichtung für ein Nutzfahrzeug
US7696862B2 (en) 2006-07-03 2010-04-13 Frank Herschell Tractor-trailer tether sensor
DE102008048208B4 (de) * 2008-09-20 2010-07-01 Haldex Brake Products Gmbh Bremseinrichtung für ein hydraulisch gebremstes Zugfahrzeug mit pneumatisch gebremstem Anhänger

Also Published As

Publication number Publication date
DE102010038766A1 (de) 2012-02-02
EP2415648A3 (fr) 2013-07-24
US8573626B2 (en) 2013-11-05
EP2415648A2 (fr) 2012-02-08
US20120025487A1 (en) 2012-02-02

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